JPS6212054B2 - - Google Patents
Info
- Publication number
- JPS6212054B2 JPS6212054B2 JP56134640A JP13464081A JPS6212054B2 JP S6212054 B2 JPS6212054 B2 JP S6212054B2 JP 56134640 A JP56134640 A JP 56134640A JP 13464081 A JP13464081 A JP 13464081A JP S6212054 B2 JPS6212054 B2 JP S6212054B2
- Authority
- JP
- Japan
- Prior art keywords
- shift
- shaft
- switching
- lever
- wheel drive
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 230000005540 biological transmission Effects 0.000 claims description 16
- 230000002265 prevention Effects 0.000 claims description 3
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
- B60K17/348—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed
- B60K17/35—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches
- B60K17/352—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches manually operated
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
- B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/18—Preventing unintentional or unsafe shift, e.g. preventing manual shift from highest gear to reverse gear
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/24—Final output mechanisms therefor; Actuating means for the final output mechanisms each of the final output mechanisms being moved by only one of the various final actuating mechanisms
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/20—Control lever and linkage systems
- Y10T74/20012—Multiple controlled elements
- Y10T74/20018—Transmission control
- Y10T74/20085—Restriction of shift, gear selection, or gear engagement
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Gear-Shifting Mechanisms (AREA)
- Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
Description
【発明の詳細な説明】
本発明は二輪駆動、四輪駆動の切替が可能で、
かつ急坂路、砂地、極悪路などを走行するための
微速ギヤ速へのシフトが可能な手動変速機の誤操
作防止機構に関するものである。[Detailed description of the invention] The present invention is capable of switching between two-wheel drive and four-wheel drive.
The present invention also relates to an erroneous operation prevention mechanism for a manual transmission capable of shifting to a slow gear speed for driving on steep slopes, sandy areas, extremely rough roads, etc.
上記の微速ギヤ速を使用するのは主として四輪
駆動走行のときが一般的であり、この四輪駆動走
行のときは動力伝達に伴う負荷が前輪用および後
輪用の両デイフアレンシヤル装置に分担される。
このため、いずれか片方のデイフアレンシヤル装
置に過大負荷が作用することは避けられる。しか
しながら、二輪駆動走行のときに微速ギヤ速を使
用すると、そのときの駆動輪のデイフアレンシヤ
ル装置に全負荷が作用し、これに対処するには通
常の二輪駆動車よりも耐久性を高めるために容量
の大きいデイフアレンシヤル装置やドライブシヤ
フトを必要とする。この結果、二輪駆動車と四輪
駆動車との間において上記のデイフアレンシヤル
装置やドライブシヤフトの共通化が果せなくな
る。 The fine gear speed mentioned above is generally used mainly when driving in four-wheel drive, and when driving in four-wheel drive, the load associated with power transmission is applied to both the front and rear differentials. will be divided into
Therefore, it is possible to avoid applying an excessive load to either one of the differential devices. However, when driving in two-wheel drive, the use of fine gear speeds places the full load on the differentials of the drive wheels, which require greater durability than normal two-wheel drive vehicles to cope with this. Therefore, a large-capacity differential device and drive shaft are required. As a result, it becomes impossible to share the differential device and drive shaft between two-wheel drive vehicles and four-wheel drive vehicles.
本発明は、微速ギヤ速へのシフトを必要とする
のは主として四輪駆動走行時であることに着眼
し、二輪駆動走行時には微速ギヤ速へのシフトを
不能とすることで、デイフアレンシヤル装置やド
ライブシヤフトに対して過大負荷が作用すること
を回避し得る誤操作防止機構の提供を、その目的
とするものである。 The present invention focuses on the fact that it is mainly necessary to shift to a slow gear speed when driving in four-wheel drive.The present invention makes it impossible to shift to a slow gear speed when driving in two-wheel drive, thereby reducing differential gear speed. The object of the present invention is to provide an erroneous operation prevention mechanism that can avoid excessive loads being applied to devices and drive shafts.
上記の目的は、二輪駆動、四輪駆動の切替操作
に伴つてその切替シヤフトが軸線方向に変位する
ことを利用し、このシヤフトが二輪駆動の切替位
置にあるときにはシフトアンドセレクトレバーが
微速ギヤ速へシフトされるのを阻止するように構
成することで達成される。 The purpose of the above is to utilize the fact that the switching shaft is displaced in the axial direction when switching between two-wheel drive and four-wheel drive. This can be achieved by configuring the system to prevent it from being shifted to.
以下、本発明の構成を、図面で示す実施例に従
つて詳細に説明する。 DESCRIPTION OF THE PREFERRED EMBODIMENTS The structure of the present invention will be described in detail below with reference to embodiments shown in the drawings.
手動変速機の一部を表した第１図において、符
号１は変速機ケース、２はこれに続くエクステン
シヨンハウジングを示している。この変速機ケー
ス１とエクステンシヨンハウジング２とにわたつ
て挿通させたシフトアンドセレクトレバーシヤフ
ト３は、これらのケース１およびハウジング２に
対して軸芯まわりの回転ならびに軸方向へのスラ
イド可能に支持されている。そして、このシヤフ
ト３のリヤ端部（第１図の右端部）は上記エクス
テンシヨンハウジング２の内部に位置しており、
そこにはレバーハウジング４がボルト５によつて
固定されている。一方、エクステンシヨンハウジ
ング２の上面開口部２ａには変速レバーリテーナ
６が一体的に装着されていて、このリテーナ６に
は変速レバー７の大球形部７ａがコイルスプリン
グ８による押しつけ荷重を受けた状態でシフト及
びセレクト操作可能に球面支持されている。ま
た、上記の大球形部７ａからさらに下方へ延長さ
れた部分の先端には小球形部７ｂが形成されてい
て、この小球形部７ｂは前記シフトアンドセレク
トレバーシヤフト３のレバーハウジング４に対
し、ボールジヨイント形式で連結されている。従
つて変速レバー７をセレクト操作することによつ
てシフトアンドセレクトレバーシヤフト３は、そ
の軸芯まわりに回動操作され、変速レバー７のシ
フト操作によつてシヤフト３は軸線方向にスライ
ド操作されるのである。 In FIG. 1 showing a part of a manual transmission, reference numeral 1 indicates a transmission case, and 2 indicates an extension housing following the transmission case. The shift and select lever shaft 3 inserted between the transmission case 1 and the extension housing 2 is supported by the case 1 and the housing 2 so as to be rotatable around its axis and slidable in the axial direction. ing. The rear end of the shaft 3 (the right end in FIG. 1) is located inside the extension housing 2,
A lever housing 4 is fixed thereto by bolts 5. On the other hand, a shift lever retainer 6 is integrally attached to the upper opening 2a of the extension housing 2, and the large spherical portion 7a of the shift lever 7 is in a state where the retainer 6 receives a pressing load from a coil spring 8. It is supported on a spherical surface so that shift and select operations can be performed. Further, a small spherical portion 7b is formed at the tip of a portion extending further downward from the large spherical portion 7a, and this small spherical portion 7b is connected to the lever housing 4 of the shift and select lever shaft 3. They are connected using a ball joint. Therefore, by selectively operating the speed change lever 7, the shift and select lever shaft 3 is rotated around its axis, and by shifting the speed change lever 7, the shaft 3 is slid in the axial direction. It is.
上記シフトアンドセレクトレバーシヤフト３の
変速機ケース１内に位置する端部には、第２図お
よび第３図から明らかなようにシフトアンドセレ
クトレバー９が固定されている。なお、変速機ケ
ース１内には第２図から明らかなように第１速−
第２速用、第３速−第４速用および第５速−リバ
ース用の三本のフオークシヤフト１０，１１，１
２がシフトアンドセレクトレバーシヤフト３と平
行に配設されている。さらに、この実施例におけ
る形式の変速機では、第１速−第２速用フオーク
シヤフト１０の上方に隣接して微速ギヤ速用フオ
ークシヤフト１３が配設されている。これらの各
フオークシヤフト１０〜１３にはそれぞれシフト
ヘツド１０Ａ〜１３Ａが一体的に取りつけられて
いて、これらの各シフトヘツド１０Ａ〜１３Ａに
対し上記のシフトアンドセレクトレバー９の先端
９ａが、前記のセレクト操作に基づくシフトアン
ドセレクトレバーシヤフト３の回動に伴つて選択
的に係合し得るように位置している。ただし、変
速レバー７がセレクトリターン位置にあるときの
シフトアンドセレクトレバー９は通常第２図及び
第３図で示すように第３速−第４速用のシフトヘ
ツド１１Ａに係合している。そして、前記のシフ
ト操作に基づくシフトアンドセレクトレバーシヤ
フト３のスライド動作により、上述したセレクト
操作によつて選択されたフオークシヤフトがその
軸方向にスライドし、もつて図示されていないシ
フトフオークを通じて所望のシフトが得られる。 As is clear from FIGS. 2 and 3, a shift and select lever 9 is fixed to the end of the shift and select lever shaft 3 located inside the transmission case 1. Furthermore, as is clear from Fig. 2, inside the transmission case 1, there is a first gear.
Three fork shafts 10, 11, 1 for 2nd speed, 3rd speed - 4th speed and 5th speed - reverse
2 is arranged parallel to the shift and select lever shaft 3. Further, in the transmission of the type in this embodiment, a forkshaft 13 for a slow gear speed is disposed above and adjacent to the forkshaft 10 for first speed and second speed. Shift heads 10A to 13A are integrally attached to each of these fork shafts 10 to 13, respectively, and the tip 9a of the shift and select lever 9 is connected to each of these shift heads 10A to 13A in response to the selection operation. The shift and select lever shaft 3 is positioned so that it can be selectively engaged as the shift and select lever shaft 3 rotates. However, when the speed change lever 7 is in the select return position, the shift and select lever 9 is normally engaged with the shift head 11A for third and fourth speeds, as shown in FIGS. 2 and 3. Then, by the sliding operation of the shift and select lever shaft 3 based on the above-mentioned shift operation, the fork shaft selected by the above-mentioned select operation slides in its axial direction, and the desired shift fork is moved through the shift fork (not shown). You get a shift.
変速機ケース１の内部には二輪駆動、四輪駆動
切替用のシヤフト１６が、前記シフトアンドセレ
クトレバーシヤフト３と平行で、かつ軸線方向に
沿つてスライド可能に配設されている。このシヤ
フト１６の軸上にはフオーク１７が固定されてい
て、このフオーク１７は変速機の出力軸１９上に
おいて二輪駆動、四輪駆動の切替をなすクラツチ
ハブスリーブ２０を把持している（第２図参
照）。また、フオーク１７のボス部１７ａには係
合溝１８が形成されていて、ここには切替操作系
におけるインナレバー２１の先端が係合してい
る。このインナレバー２１の基端は変速機ケース
１の側壁１ａに対して回転自在に軸支されたレバ
ーピン２２に固定されており、このレバーピン２
２には変速機ケース１の外部においてアウタレバ
ー２３が固定されている。すなわち、二輪駆動、
四輪駆動の切替用変速レバー（図示しない）が操
作されると、これに連動して上記アウタレバー２
３が、そのレバーピン２２と共に回動し、これに
伴うインナレバー２１の動きを通じて上記のフオ
ーク１７が切替シヤフト１６と共にその軸線方向
にスライド操作されるのである。この結果、前記
のクラツチハブスリーブ２０が出力軸１９の軸線
方向に沿つて変位し、もつて二輪駆動、四輪駆動
の切替がなされる。 Inside the transmission case 1, a shaft 16 for switching between two-wheel drive and four-wheel drive is arranged parallel to the shift and select lever shaft 3 and slidable along the axial direction. A fork 17 is fixed on the axis of the shaft 16, and this fork 17 grips a clutch hub sleeve 20 that switches between two-wheel drive and four-wheel drive on the output shaft 19 of the transmission (second (see figure). Further, an engagement groove 18 is formed in the boss portion 17a of the fork 17, and the tip of an inner lever 21 in the switching operation system is engaged here. The base end of the inner lever 21 is fixed to a lever pin 22 that is rotatably supported on the side wall 1a of the transmission case 1.
An outer lever 23 is fixed to the transmission case 2 on the outside of the transmission case 1. i.e. two-wheel drive;
When the four-wheel drive switching gear lever (not shown) is operated, the outer lever 2
3 rotates together with its lever pin 22, and through the accompanying movement of the inner lever 21, the fork 17 is slid along with the switching shaft 16 in its axial direction. As a result, the clutch hub sleeve 20 is displaced along the axial direction of the output shaft 19, thereby switching between two-wheel drive and four-wheel drive.
さて、前記微速ギヤ速を使用するのは主として
四輪駆動走行時であり、二輪駆動走行時に微速ギ
ヤ速を使用する先に述べたように弊害さえ伴うた
め、二輪駆動時における微速ギヤ速へのシフトは
阻止することが必要となる。そこで、この要求を
満たすための誤操作防止機構について説明する
と、前記シフトアンドセレクトレバー９には、そ
のシヤフト３に有する固定部分９ｂからこのレバ
ーとは反対方向に延びるストツパアーム２４が一
体に形成されている。一方、前記切替シヤフト１
６において上記ストツパアーム２４と対応する側
の先端には、外周に平面形状のストツパ面２５ａ
を有する突出部２５が一体に形成されている。こ
のストツパ面２５ａは、切替シヤフト１６が第１
図から第３図で示す二輪駆動の切替位置にある場
合、上記のストツパアーム２４に対して干渉（当
接）し得る位置にある。すなわち、上記の切替シ
ヤフト１６が二輪駆動の切替位置にある状態で、
前記のシフトアンドセレクトレバー９が第４図の
仮想線で示す如く第１速−第２速用シフトヘツド
１０Ａと係合する位置にセレクト操作されると、
前記ストツパアーム２４が上記突出部２５のスト
ツパ面２５ａに当接する。しかしながら、切替シ
ヤフト１６が四輪駆動の切替位置に操作される
と、このシヤフト１６の突出部２５は第５図で示
す状態に位置し、この突出部２５のストツパ面２
５ａにストツパアーム２４が当接することはな
い。 Now, the fine gear speed mentioned above is mainly used when driving with four-wheel drive, and since using the fine gear speed when driving with two-wheel drive has the disadvantages as mentioned above, it is difficult to use the fine gear speed when driving with two-wheel drive. The shift needs to be stopped. Therefore, to explain the mechanism for preventing erroneous operation to meet this requirement, the shift and select lever 9 is integrally formed with a stopper arm 24 extending in the opposite direction from the fixed portion 9b of the shaft 3. . On the other hand, the switching shaft 1
6, the end of the side corresponding to the stopper arm 24 has a planar stopper surface 25a on the outer periphery.
A protrusion 25 is integrally formed. This stopper surface 25a is arranged so that the switching shaft 16 is in the first position.
When it is in the two-wheel drive switching position shown in FIGS. 3 to 3, it is in a position where it can interfere with (contact) the stopper arm 24 described above. That is, with the switching shaft 16 in the two-wheel drive switching position,
When the shift and select lever 9 is selectively operated to a position where it engages with the first speed-second speed shift head 10A as shown by the imaginary line in FIG.
The stopper arm 24 abuts against the stopper surface 25a of the protrusion 25. However, when the switching shaft 16 is operated to the four-wheel drive switching position, the protrusion 25 of the shaft 16 is located in the state shown in FIG.
The stopper arm 24 never comes into contact with 5a.
上記の構成によれば、切替シヤフト１６が二輪
駆動の切替位置にある場合、シフトアンドセレク
トレバー９を第１速−第２速用シフトヘツド１０
Ａにセレクト操作することで、先に述べたように
切替シヤフト側のストツパ面２５ａとシフトアン
ドセレクトレバー側のストツパアーム２４とが相
互に干渉する。このため、シフトアンドセレクト
レバー９がさらに微速ギヤ速用シフトヘツド１３
Ａにセレクト操作されることは阻止される（第４
図の仮想線参照）。そして、切替シヤフト１６が
第５図で示すように四輪駆動の切替位置にある場
合、上述したようにストツパ面２５ａとストツパ
アーム２４との干渉がなく、シフトアンドセレク
トレバー９は第６図で示すように微速ギヤ速用シ
フトヘツド１３Ａにセレクト操作可能となる。ま
た、シフトアンドセレクトレバー９が微速ギヤ速
用シフトヘツド１３Ａにセレクト操作された状態
で、切替シヤフト１６を四輪駆動から二輪駆動に
切替操作しようとしても、このシヤフト１６にお
ける前記突出部２５の先端面であるストツパ端面
２５ｂがストツパアーム２４の先端側面に当接
し、もつて微速ギヤ速の状態で二輪駆動に切替え
ることも阻止される。 According to the above configuration, when the switching shaft 16 is in the two-wheel drive switching position, the shift and select lever 9 is moved between the first speed and second speed shift head 10.
By performing the selection operation to A, the stopper surface 25a on the switching shaft side and the stopper arm 24 on the shift and select lever side interfere with each other as described above. Therefore, the shift and select lever 9 is further moved to the shift head 13 for slow gear speed.
Select operation by A is prevented (fourth
(see phantom line in figure). When the switching shaft 16 is in the four-wheel drive switching position as shown in FIG. 5, there is no interference between the stopper surface 25a and the stopper arm 24 as described above, and the shift and select lever 9 is moved as shown in FIG. Thus, the shift head 13A for slow gear speed can be selected. Further, even if an attempt is made to switch the switching shaft 16 from four-wheel drive to two-wheel drive with the shift and select lever 9 being operated to select the slow gear shift head 13A, the tip surface of the protrusion 25 of the shaft 16 The end face 25b of the stopper comes into contact with the side surface of the end of the stopper arm 24, thereby preventing switching to two-wheel drive in the slow gear state.
なお、上記のストツパアーム２４は、シフトア
ンドセレクトレバ９からその反対方向へ一体に延
長した構造であるが、要はシフトアンドセレクト
レバーシヤフト３の一部から切替シヤフト１６の
ストツパ面と対応させて一体的に突出させた構造
であればよい。 The above-mentioned stopper arm 24 has a structure that extends integrally from the shift and select lever 9 in the opposite direction, but the point is that it extends integrally from a part of the shift and select lever shaft 3 so as to correspond to the stopper surface of the switching shaft 16. Any structure that protrudes from the outside is sufficient.
以上のように本発明は、主として四輪駆動時に
使用される微速ギヤ速への操作を、二輪駆動時に
おいて抑止し得る構成であるため、デイフアレン
シヤル装置やドライブシヤフトに対する過大負荷
を防止し、これらの製品を通常の二輪駆動車との
間において共通化することが容易となる。 As described above, the present invention has a configuration that can suppress operation to the slow gear speed mainly used in four-wheel drive during two-wheel drive, thereby preventing overload on the differential device and drive shaft. This makes it easy to share these products with regular two-wheel drive vehicles.
図面は本発明の実施例を示し、第１図は手動変
速機の操作系の一部を表わした断面図、第２図は
第１図の−矢印方向からみた断面図、第３図
はシフトアンドセレクト系の部品と二輪駆動、四
輪駆動切替操作系の部品との関係を表わした平面
図、第４図は第２図における主要部材の関連のみ
を表わした断面図、第５図は切替シヤフトを四輪
駆動に操作した状態を第３図の一部との対応にて
表わした平面図、第６図はシフトアンドセレクト
レバーを微速ギヤ速へセレクト操作した状態を第
４図との対応によつて表わした断面図である。
３……シフトアンドセレクトレバーシヤフト、
７……変速レバー、９……シフトアンドセレクト
レバー、１０〜１３……フオークシヤフト、１０
Ａ〜１３Ａ……シフトヘツド、１６……切替シヤ
フト、２４……ストツパアーム、２５……突出
部、２５ａ，２５ｂ……ストツパ面。
The drawings show an embodiment of the present invention, in which Fig. 1 is a sectional view showing a part of the operating system of a manual transmission, Fig. 2 is a sectional view seen from the - arrow direction in Fig. 1, and Fig. 3 is a shift A plan view showing the relationship between the ANDSELECT system parts and the two-wheel drive/four-wheel drive switching operation system parts, Figure 4 is a sectional view showing only the relationship between the main parts in Figure 2, and Figure 5 is the switching operation system. A plan view showing a state in which the shaft is operated in four-wheel drive mode in correspondence with a portion of Fig. 3, and Fig. 6 shows a state in which the shift and select lever is operated to select a slow gear speed in correspondence with Fig. 4. FIG. 3...Shift and select lever shaft,
7... Gear shift lever, 9... Shift and select lever, 10-13... Fork shaft, 10
A to 13A...Shift head, 16...Switching shaft, 24...Stopper arm, 25...Protrusion, 25a, 25b...Stopper surface.
Claims (1)
芯まわりに回転するシフトアンドセレクトレバー
シヤフトに固定され、このシヤフトの回転によつ
て微速ギヤ速を含む各フオークシヤフトのシフト
ヘツドに対して選択的に係合するシフトアンドセ
レクトレバーと、このシフトアンドセレクトレバ
ーに対して平行に配設され、前記とは別の変速レ
バーの切替操作に伴つてその軸線方向にスライド
動作することで、二輪駆動、四輪駆動の切替が可
能な切替シヤフトとを備えた手動変速機におい
て、前記シフトアンドセレクトレバーシヤフトの
一部からこれと一体的にストツパアームを突出さ
せる一方、前記切替シヤフトの端部に、このシヤ
フトが二輪駆動の切替位置にスライド操作されて
いる状態で前記のストツパアームに対して干渉可
能に位置し、前記のシフトアンドセレクトレバー
が微速ギヤ速のシフトヘツドに係合することを阻
止し得るストツパ面を形成してなる誤操作防止機
構。1 It is fixed to a shift and select lever shaft that rotates around its axis in conjunction with the selection operation of the gear shift lever, and the rotation of this shaft selectively engages the shift head of each fork shaft, including the fine gear speed. The shift and select lever is arranged parallel to the shift and select lever, and slides in the axial direction in conjunction with the switching operation of another gear shift lever. In a manual transmission equipped with a switching shaft capable of switching the drive, a stopper arm is integrally protruded from a part of the shift and select lever shaft, and a stopper arm is provided at an end of the switching shaft so that the shaft can be connected to two wheels. a stopper surface that is positioned so as to be able to interfere with the stopper arm when the drive is slid to the drive switching position, and that can prevent the shift and select lever from engaging with the shift head at a slow gear speed; Erroneous operation prevention mechanism.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56134640A JPS5836729A (en) | 1981-08-26 | 1981-08-26 | Misoperation preventing mechanism in manual speed changer |
| US06/403,803 US4466306A (en) | 1981-08-26 | 1982-07-30 | Mechanism for preventing misoperation in a manual transmission |
| DE19823231407 DE3231407A1 (en) | 1981-08-26 | 1982-08-24 | MECHANISM FOR PREVENTING MISUSE OF A MANUAL GEARBOX |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP56134640A JPS5836729A (en) | 1981-08-26 | 1981-08-26 | Misoperation preventing mechanism in manual speed changer |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS5836729A JPS5836729A (en) | 1983-03-03 |
| JPS6212054B2 true JPS6212054B2 (en) | 1987-03-16 |
Family
ID=15133084
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP56134640A Granted JPS5836729A (en) | 1981-08-26 | 1981-08-26 | Misoperation preventing mechanism in manual speed changer |
Country Status (3)
| Country | Link |
|---|---|
| US (1) | US4466306A (en) |
| JP (1) | JPS5836729A (en) |
| DE (1) | DE3231407A1 (en) |
Families Citing this family (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5885726A (en) * | 1981-11-13 | 1983-05-23 | Fuji Heavy Ind Ltd | Operating mechanism of four-wheel drive car |
| US4635506A (en) * | 1982-10-15 | 1987-01-13 | Honda Giken Kogyo Kabushiki Kaisha | Gearbox assembly for vehicles |
| JPS6192335A (en) * | 1984-10-09 | 1986-05-10 | Honda Motor Co Ltd | Transmission gear for vehicle |
| CA1265683A (en) * | 1984-10-09 | 1990-02-13 | Kiyokazu Okubo | Transmission for vehicle |
| US4646584A (en) * | 1984-10-09 | 1987-03-03 | Honda Giken Kogyo Kabushiki Kaisha | Vehicular transmission select and shift mechanism |
| US4592442A (en) * | 1984-11-29 | 1986-06-03 | International Harvester Company | Control system for a vehicle with two speed rear axle and single speed front axle drive |
| FR2615798B1 (en) * | 1987-05-25 | 1989-09-15 | Peugeot | CONTROL DEVICE FOR A MOTOR VEHICLE GEARBOX |
| US4960009A (en) * | 1988-06-02 | 1990-10-02 | Dana Corporation | Noise and vibration damper for a transmission shift lever |
| CA1328667C (en) * | 1988-06-02 | 1994-04-19 | Donald C. Schultz | Noise and vibration damper for a transmission shift lever |
| DE19923834A1 (en) * | 1999-05-26 | 2000-12-21 | Daimler Chrysler Ag | Car transmission system comprises base with three bearing seatings, end bearing linked to one component and two rigidly connected bearings linked to other component, space between these bearings and seatings being filled with elastomer |
| DE102013202275A1 (en) * | 2013-02-13 | 2014-08-14 | Zf Friedrichshafen Ag | Switching device for a vehicle transmission and method |
| CN104948724A (en) * | 2015-06-03 | 2015-09-30 | 浙江万里扬变速器股份有限公司 | Gear selecting and shifting mechanism for speed changer |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2314833A (en) * | 1940-08-03 | 1943-03-23 | Timken Axle Co Detroit | Power transmitting mechanism |
| US2329916A (en) * | 1940-11-15 | 1943-09-21 | Chrysler Corp | Vehicle driving means |
| US3529487A (en) * | 1968-12-18 | 1970-09-22 | Chrysler Corp | Transmission control device |
| JPS5423060B2 (en) * | 1973-12-29 | 1979-08-10 | ||
| DE2935590C2 (en) * | 1979-09-04 | 1983-04-21 | Getrag Getriebe- Und Zahnradfabrik Gmbh, 7140 Ludwigsburg | Switching device for a five-speed transmission |
-
1981
- 1981-08-26 JP JP56134640A patent/JPS5836729A/en active Granted
-
1982
- 1982-07-30 US US06/403,803 patent/US4466306A/en not_active Expired - Fee Related
- 1982-08-24 DE DE19823231407 patent/DE3231407A1/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| DE3231407C2 (en) | 1992-04-30 |
| DE3231407A1 (en) | 1983-03-10 |
| JPS5836729A (en) | 1983-03-03 |
| US4466306A (en) | 1984-08-21 |
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